Combustion-engine.



o. P. OSTERGRBN.

GOMBUSTION ENGINE.

APPLIUATION FILED 00T. 15,1904.

a SHEETS-slum 1.

Patented May 11, 1909.

0. P. OSTERGREN. COMBUSTION ENG-INE. APPLIUATION Hmm `00T. 15,1904.

s SHEETS-SHEET 2.

Patented May 11,

HMH

s w w WIM/8858:

0. P. OSTERGREN.

` COMBUSTION ENGINE. APPLIUATION FILED 00T. 15,1904.

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8 SHEETS-SHEET 3.

v ATTUH/VEY 0. P. OSTERGRBN.

' GOMBUSTION ENGINE.

` ,l APPLIOATION FILED 00T. 15, 1904. l 920,989.. V PatentedMay 11,1909. u V 8 SHEETS-SHEET 4.

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4a mum 4f ATTORNEY 0. P. OSTERGREN.

GOMBUSTION ENGINE.

APPLIOATION FILED 00T. 15, 1904.

S-BBEET 5.

Patented May4 SHEET WINESSES:

ATTORNEY Patented May 11, 1909.

8 SHEETS-SHEET 6.

/NVENTR Arron/vn '0. P. USTERGRBN. GOMBUSTION ENGlNE. APPLIoATIoN FILED00T. 15,1904.

Patented May 11, 1909.

8 SHEETS-SHEET 7.

Arme/vn i 0. P. OSTBRGREN.

ooMBUsTloN ENGINE.

APPLICATION FILED 00T. 15,1904.

Patented May 11, 1909.

B SHEETS-SHEET 8.

" iJNiTnD STATES PATENT OFFICE OSCAR P. OSTERQGREN, OF NEW IORK, Y.,ASSIGN'OR, BY MESNE ASSIGNMENTS, TO WILLIAM M.` POWER, OFEAST 4GREEWIOH,RHODE ISLAND.'

coMBUsTIoN-ENGINE.

No. 920,989. e

spcification of Letteren/tent.

atented May 1 1, 1909.

Application led October 15, 1904.,l Serial No. 228,501.

5 New York city, in the county of New York 'and State of New-York, haveinvented certain new and useful Improvements in ComV bustion-Engines, ofwhich the following is a full, clear, and exact specification.v

- This invention relatesto combustion engines, and has particularreference to improved means for yoperating and controlling ,suchengines. e

- In combustion engines 4as atpresent known and more particularly7 inengines of the two cycle type, much difficulty is experienced inlscavengln'g, and it has been found impossible v to completely clear thecylinder of the burned gases. By this invention, I proposeto accomplishthis result by admitting a blast of air,at one end of the cylinder andcausing it to push the burned gases out throuo'han exlaust port at theopposite end of tche cylinr e-r. r

vide improved means for feeding-and controlling the admission of 'liquidfuel to the combustion chamber, whereby the fuel is injectedin anatomized condition, mixed with air, and ignited, in a quantity which maybe varied to any `desired degree according to the power to be developed.

The inventionis 'shown applied t o` a two cycle combustion engine whichmay be generally described vas follows.` Assuming the piston to havecommenced to move outward in response to an im ulse,'the outer end ofthe cylinder is provi ed with ports communicating with a storage airchamber, having a valve opening inward. As the piston moves outward itcompresses air in the storage chamber until it has moved far enough touncover the ports and allow the compressed air to pass into thecylinderon the opposite side' of the piston. Just before theV pistonu'ncovers the ports of the storage chamber, the exhaust port at theopposite endof the cylinder opens, thel gases thereupon commence toexhaust, land are accelerated lby the scavengingv blast which sweepsover the pistonhead and forces the gases ahead of it out through theopen exhaust port; Meanwhile the pls- `ton passes the outer dead center,commences next outward movement of the A furtherobject ofthe inventionisto proits return stroke andsclose's the air chamber ports. The fresh airhas thus swept entirely through the cylinder, the exhaust,port not beingclosed until the piston on its return, has passed beyond the ports, thusremoving any diused gases which may remain after the air chamber portsare closed. Further movement of the piston after the exhaust portcloses, compresses the residue of the air blast to whatever Fextentdesired in the cylinder for the next fuel charge, and during this timethe inlet of the air chamber opens to draw in 'a fresh supply forcompression by the piston. Before the piston reaches the inner deadcenter, the fuel 1s injected in the form of spray, and' mixed with thecompressed air in time to in- 'sure proper ignition for the nextimpulse.

By compressing the scavenging blast in aA l separate chamber instead ofin the crank case, a higher pressure is secured and more effectivescavenging, and the forcing of the lubricant out of the crank casebearings is avoided.

The fuel feeding mechanism comprises a force pump which can be adjustedto feed any desired quantity of fuel, in connection with a needle valveand deecting devices in the cylinder for converting thejet into a sprayand mixing it with the air and also for divert'- ing a proplprtion ofthe fuel into an ignition pocket. he pump com rises a plunger and anadmission valve whicli determines, by its period of seating, theq-uantity of fuel which It has been ound that w en a jet of fluid isforced at a high velocity through a needle valve having a contractednozzle, it issues inV the'f orm of spray, and in combination with suchaneedle valve, I employ moving and dixed deflecting devices, whereby thefuel,

except the small quantity introduced into the ignition pocket, iscompletely atomized and Fmixed in the combustion chamber, beforeignition. y

'The self starting mechanism com .rises an air reservoir, compressor,and suitab e valves for admitting air to the cylinder when it is desiredto start the e ine, together with means for dlsconnectlng t e airreservolr after the engine has been started. For enabling the engine togoin either direction, a mechanv ism adapted to pro erly shift theposition of ,shown in the accompanying drawings, in

Which-'l Figure 1 is a vertical section of my inven- `tion ap lied to atwo cycle combustion engine. ig. 2, is a similar view showing a slightlymodified construction. Fig. 3, is a plan view, partly in section alongthe line 3-3 of Fig. 1. Fig. 4, is an inside view of the cylinder head,showing the deilectin vanes. Fig` 5, is a detail view of the conicadeflector. Fig. 6 shows a section ofthe cylinder head-shown in Fig. 4.Fig. 7 is a longitudinal section of `a du lex feed pump for a twocylinder engine. `ig. 8, is a detail view of the pump plunger. Fig. 9,is a viev.T ofthe eccentric which actuates the plungerf Fig. 10, is aview of the pump admission valve and the mechanism for controlling it.Fig. 1 1, is

a general view'of the engine and the starting mechani`sm Fig. 12, is adetail view on an enlarged scale, of the air compressor. Figs. 13, and14, are detail views. Fig. 15, is a view of the reversing mechanism, andFig. 16 is a view showing the cam shaft geared to the crank shaft.

1 represents theL base, 2 the storage air chamber for the scavengingblast, 4 the cylinder, 5 water jacket, 6 inner inwardly inclinedcylinder head, 7 combustion chamber, .8 ignite'r, 9 exhaust port, 10fuel admission port.

The iston 12 is mounted on a piston-rod 13 Whic is connected to acrosshead 14, sliding between guides 15 and driving through connectingrod 16l and crank 17 the main l A I shaft 18, on which a flywheel 19 ismounted.

Referring particularly to Fig. 1, 20 are ports in the cylinder leadingto the storage air chamber 2, and 21 is a valve mounted on y the pistonrod which opens inwardly to admit air tol-the storage air chamber 2. Theexhaust port-9 is controlled by a valve 22 mounted on a rod 23 andnormally held closed'by a spring 24. The rod 23 is operated to o en thevalve by a rod 25, having a l roller 26 caring on cam 27 which ismounted on shaft 28. The shaft 28 is revolved with the main shaftthrough gears 29 and 30.

'35 in Fig. 2, close.

vtimed or this purpose.

by the cam 27 through a roller 39 on a link 40, a spring 41 beingprovided to hold the roller in .engagement with the cam.

As soon as the piston commences its o 't- Ward stroke, the valve 21, inFig. 1 and val 7c The air in front of the piston is thus compressed inthe storage air chamber 2 and compression continues until the piston, onits outward stroke, uncovers the ports 20. Just before this the exhaustvalve o ens, the cam 27 having been properly The burned gasesimmediately commence to exhaust through the port 9, and, as soon as theiston uncovers ports 20, the scavenging last compressed in storage airchamber 2 rushes over the piston into the cylinder and forces the burnedgases ahead of it out throu h the exhaust port. In the meantime, t iepiston passes the outer dead center and commences its return stroke.After it has passed the ports 20, the valve 21 opens to permit a freshsupply of air to be drawn into the cylinder, or in Fig. 2, the eccentric36 opens valve 35 forJ the same pur iose. The exhaust port is not closeduntilt ie piston has passed a distance beyond the ports 20 suflicient toexpel any diffused gases which may remain in the cylinder. As soon asthe exhaust port is closed, com ression of the residue of the scavenginglast commences, and is continued until the piston reaches the inner deadcenter. l

Inas'much as the fuel is admitted near the end of the return stroke, thecompression may be made as high as desired Without the danger ofpremature ignition which may occur when the mixture itself iscompressed.

A desired pressure for scavenging may be secured by roperlyproportioning the storage air cham er, whereas with the method ofcompressing the blast in the crank case, a desired pressure forscavenging was almost impossible to secure on account of the necessarilylarge volume of the crank case. The pressurel in the crank case is alsoobjectionable because it forces the lubricant out and causes thebearings to run dry. By making the storage air chamber independent ofthe crank case it is practicable to use a short piston and a crossheadinstead of the long trunk piston heretofore used in engines of thistype.

1t will be seen that a much better effect is produced by a blastentering at one end of the cylinder and issuing at the other, than by ablast which is admitted and exhausted at the same end of the cylinder.

Referring to Fi s. 7, 8, 9, 1,0, aduplex pum for a two cy inder engineis shown, in whic i there is a common reservoir, each side of the pumpsupplying one cylinder.

46 is a reservoir from which lead passages 47, 47, having the admissionvalves 48, 48. The assages 47 lead to ump chambers 49, 49 Whic latterare closed y valves 50, 50. A

passage 51 leadsfrom each pump chamber through ipe 45.to a needle valvechamber 52. Eac pum comprises a plunger 53 which is operate throughbellcrank 54, rod 55 and eccentric 56 on shaft 28 with a motion which issynchronous With the piston. Packing 58, bushing 59 and spring 60bearing on the bushing prevent any leaka e. Should any leakage occur itwill flow into t ie reservoir and cause no inconvenience.

61 is a rod Which 'opens the admission valve 48 against the s ring 62.63 is a similar spring for the vallire l50'. The rod 61 is operated froma cam 64 on shaft 57 through a bell crank 65 pivoted on an eccentric 66mounted on a shaft 68. The eccentric 66 is turned by a lever 67 to raiseor lower the bell crank 65, and held in adjusted position'by a latch. 70is an adjustment screw. 71 is a spring for holding the rod in engagementwith the screw 70.

The needle valve chamber 52 contains a needle valve 73 and hasaconstricted conical nozzle 74 which leads into the combustionv chamber7.

7 5 is an adjusting screw for theneedle valve.

Mounted on the piston, so as to be in line With 7the spray-fromthe'nozzle 74, is aconi'cal defiector 76 and mounted on th'e inside ofthe cylinder head 6 are deiiecting vanes 77.

of spray.

Located in the cylinder head is a pocket 78 which leads into theigniter. In the embodiment illustrated the igniter is in the form of' anignition` tube 79 which communicates with the pocket through analWays-openvent or passage. 68a is a Bunse'n burner or' other suitableheater for heating the ignition tube 79. d l The operation of the artsjustdes'cribed is as follows: assuming t 'e iston to be com- At thistime., i the roller on bell crank bears` on thecutmencing its outwardstro e.

away portion o f the cam 64, allowing spring 71 to hold the `rod.61 outof engagement with the admission Lvalve-48 which therefore remainsclosed. T he plunger is'on its down'- Ward stroke, and, because valve448 through aneedle valve havinga constricted.

nozzle, it issues at a high 'velocity in the form -To secure thorough'atomizing and mixing, I provide the movable conical 'deflector 76 andfixed deflectors 77. As the atmiz'ed jet issues-from the nfozle at highvelocity. it

strikes the deflect'or in. the' manner llus-` 'trated in Fig. 0n accountofthe movementofjthe'd'eiiector, which intercepts the of fuel, as shownin Fig. 1, the angle of incl ence continually variesl thus 1s pro- 4 isclosed., lforces ythe liquid fuel' in chamber 49 through maintained invanes 77 further deflect the atomized particles and a complete mixing ofthe atomized charge with the fresh compressed air secured.H The heatacquired by the cone and the vanes, after a fewI ignitions, will alsoaid in atoinizing the'fuel. Some of the particles deflected from thecone during the latterI part ofthe inwardstroke of the piston, ifhen thecone enters the spray of fuel will be directed toward the pocket 78,which (when the type of igniter selected for illustration in thedrawings is employed) forms a vent from the ignition tube and, becauseof the higher,l pressure `in the combustion chamber at any instant thaninr the igniting tube theseparticles will be drawn into the ignitiontube and ignited. l'fhen any other type of igniter is employed the fuelwill 'be introducedinto'- rlhere contact with it in the same manner. isthus produced a means for introduclng .fu'el lnto contact wlththelgniter. This means produces a sufficiently rich mixture to insurelnflammation'of the charge When run- .pockets 78, as shown in Fig. 1,and will partly close such pocket.

rFile-fuel which has been introduced into the pocket Will therefore beconfined in contact with the pocket and in proximity to the igniter, andWill be retained 1n such position a sufficient length of time to insureignition There' is thereby produced a means Wherebya portion of the fuelis contact with the igniter until ignited. The` res'ence yof the conewithin the pocket in t e` )osition of the piston will to some extentcose the opening of the `pocket ,and thereby will serve as a means forretarding the'diffusion of such contents of the pocket into the othercontents of the combustion. chamber will be drawn into the ignition tubeand ig- The particles offuel nited, -or they will be ignited ina'diiferent manner if adifferent form of igniter is employed.. rTheiiamewill flash out through 'the vent, and, impinging on the cone, willscatter, anddgnite the mixture, thus driving the iston outward.. Whenworking under low` oads, and when t'he actual quantity of fuelintroduced is small, 'the quantity intro-l duced into the ignitionpocket 78 nevertheless Will be substantially constant, and will roduce amixture that will invariably ignite. fthe fue] in the combustion chamberis so much diffused that inflammation will not` carry, such fuellwi-llbei-spontaneously ignited by the raising ofthe temperature of thecontents of the combustion chamber by the burning of the fuel in thepocket. When the pum admission valve 48 is open the-movement o' t'he'pump plunger merely forcesv oil back into thereservoir, instead 0F13@opening the valve 50 to eject oil through the nozzle 74. In order toproduce the best efl at the' middle portionof the:a stroke.

feet, the admission valve must close very quickly, and during its periodof seating (when the roller is on thecut away portion of the cam 64) thepumrv plunger shouldA have the middle third ofits movement, providedythe admission valve remains closed. By varying the time of seating theadmission valve, the amount of fuel fed by the pump is correspondinglyvaried, but the velocity of the spray does not change. This insuresproper mixture, irrespective of the quantity l' of fuel andpermits tneengine to be operated,3

upon the combusti onprinciple with variable cut off.

The period of the seating of the admission valve is var-ied by. varyingthe extent of movement imparted to the rod 61. The cam 64 always gives'the bell crank the same angular movement but by-raising or lowering thefiilcrum of the bell crank through the eccentric 66 the amount of idletravel given the rod 61 before it o ens the admission lvalve 48 isvaried, hence t e time of seating of the valve is varied. With theeccentric in its lowest position, the valve remains seated" duringaninstant of the stroke of the pump plunger, and the minimum amount offuel is I fed, but with the eccentric in its highest position the valveremains seated during the periodnecessary to feed the v maximum amountof fuel, and by adjusting the eccen- Y tric within these limits thepower to be developed can be varied as'desired. 'The'lever 67 andsegment69 enable this to be conveniently accomplished manually, andauto- A matic regulation may be secured by connecte Ying the lever 67with a suitable governor.

Since the pressure in'the cylinder. never falls below atmosphericpressure the feed pipe and needle valve are alwaysfulljof fueland theimpulsey ofthe pump is immediately effective in ejecting the fuelfrom'the nozzle.

v vThe mechanismv for starting the engine vfrom rest is operated by. airfc'omp'ressed'into a tank during the operation of the engine, but

'othe'r means may -b'e used'. Mounted onv the main shaft is anyeccentric 80 which operates .'hgapiston Slin-a-com res'singcylinder 82.

are the air ports an( Y the air 1s compressed by vthe movement of thepistoriafter the ports are closed. From the cylinder 82 a pipe 84 havincheck valve 85 leads to a storage tank l Sfan a pipe 87 leads. from thetank to the moves the ro chamber 88, The chamber 88 is closed by a valve89 which vis opened by the operator when it is desired to admit air tothe main cylinder. 90 is a check valve reventing the escape of cylinderpressure. It is advisable that the air be only admitted to the cylinderwhen the crank is off the dead center and in position to drive theengine in the desired direction. To this end, the mechanism foroperating the valve 89 is inoperative except when the crank is in theproper position. Pivoted to the stern of valve 89 is a link 91 carryinga roller 92. Link 91 is pivoted to a link 93 and the latter to a plunger94 which has a spring 95 for'returning the links to normal positionafter being operated. On the eccentric shaft 28 is a cam or fulcrum 96which at certain portions of its revolution, passes under the roller 92.The cam is so set that, whenever the crank is stopped in proper positionto be started by the compressed air, it will be at rest under. theroller 92, and upon depressin the rod 94 the cam acts as a fulcrum fortie link 91 and thus the valve 89 is opened. By opening valve 89pressure is admitted to the chamber 88, lifting check valve 90 andthence flowing into the cylinder and starting the engine. lt will beseen that if the cam 96 is not under the roller, the depression of therod 94 merely er Without moving the valve 89. 'The air 'compressor isproportioned so as to give theV desired tank pressure, andafter this hasbeen reached, continued operation of the compressor merely compressesand expands the air in the cylmder'without raising the tank pressure,the vonly 'loss being that due to heat radiation.

,The reversing mechanism is mounted on the shaft 28, and operates toshift the nlmp eccentric and cam controlling thc ex iaust valve so as toreverse the engine. To this end, the shaft`28 carrying the gear 29 canbe rotated independentlyv of the gear, to change the position of thepump. eccentric and ex-y haust 'valve cam relatively `to the mainpisflton.- The shaft 57 has spiral splines 100 which engage with grooves101 in a longitudi `nally movable. sleeve 102- on which the gear 29 iskeyed. The shaft is turned by moving the sleeve 102 longitudinallythrough a forked le'ver 103 pivoted at 104 and having a latch105,engaging a.segment 106 to hold it in position. On account of theengagement of the gear 29 with the main shaft through -gear 30, theshaft28 `Will turn rather than the gear and thus shift the eccentric and cam.v

It will be understood thatV the invention herein described is capable'ofmodification and changes Without departing fromv its scope, and I do notrestrict myself to the specific construction herein described.

Having thus described my invention, I

' um of a nozzle havinvl a contracted orifice declare that what l'claimas new and desire to secure by Letters Patent, 1s,'-

1. lhe combmation with a fluid injecting and a needle valve, whereby thefluid issues therefrom in the form of spray, deilecting devices inproximity tothe nozzle for distributing the spray, and means forcontinuously varying 'the deflection of the sprai, subst antially asdescribed.

2. The combination with a fluid injecting pump, of an atomizing nozzle,and a. movable delector which intercepts the path of the et from thenozzle and adapted to further atomize and distribute'the jet,substantialhT as described.

3. lhe combination with a fluid injecting pump, of an atomizing'nozzlecomprising a needle valve and a eonstricted passage, and a movingdeflector which intercepts the path of the jet from the nozzle andadapted to deiect and further distribute tiallv as described.

el; An internal combustion engine which the jet, substanhas a`combustion chamber, an igniter andO meansV for introducing fuel from the.combustion chamber into contact with the igniter, there being a 'movingmeans to retard the diffusion of such fuelinto the combustion chamber.

ter, there being means other than the .5. .an interna-l combustionengine which has a combustion chamber, an igniter, and means forintroducing fuelfrom the combustion chamber inte contact withtheigniigniter to retard the diffusion of such fuel into the combustionchamber. f i

' 6. An internal combustion engine, 'which has a combustion chamber, anigniter, and

4eme-ans for introducing ffiel from the combustion chamber into Contactwith the igniter, there beine' a moving means 'other than the igniter toretard the diffusion of such fuel into the combustioncha-mber. i

*7. 'An interna-l combustion engine vhaving a pocket with an igniter incommunication therewith, the said pocket communicating with thecombustion chamber, and means.

for introducing fuel into the pocket, from the combustion chamber, therebeing a de. vice other than the igniter for retarding theI diffusion ofthe-fuel fromthe pocket into the combustion chamber.

8. An internal combustion engine having a pocket, with an igniter incommunication therewith, the said pocket communicating with thecombustion chamber, and-means `for introducing liquid fuel into 'thelocket, from the combustion chamber, there eing a vdevice other than theigniterfor retarding the diffusion of the fuel from the pocket into thecombustion chamber. t'

9. An internal combustioniengine having able device for retarding thediffusion of thev pocket into the combustion fuel from'the chamber.

11. In an internal combustion engine, the combination of a combustionchamber, a pocket, and means for introducing fuel in quantities varyingwith the load,- into the combustion chamber and from the combustionchamber into the pocket, and a means other than the igniter forretaining a portion of said fuel in the pocket, and in contact with theigniter until ignited.

12. In an internal combustion engine, the combination of a combustionchamber, a pocket, and means for introducing fuel in quantities varyingwith the load, into the combustion chamber and from the com bustionchamber into the pocket, and a means other than the igniter forretaining a portion of said fuel in the pocket, and Ain oontact with theigniter until ignited, such means operating irrespective of the quantityof fuel introduced 13. 1n an internal combustion engine, the

.- combination ofl'a combustionl chamber, a

pocket, and means for introducing fuel in quantities .varying with theload, into the combustion chamber and from the combustion chamber intothe pocket, and a means other than the igniter forretaining a portion ofsaidfuelin the pocket, and in contact with the' igniter until ignited,the quantity of air being constant irrespective of the quantltyof fuel.

'14,1111 an internal combustion engine, the

',combination of a combustion chamber, va pocket, and means forintroducing fuel m quantities varying with the load, 1nto the.combustion chamberani from thel combustion chamber into the pocket, anda means other than the igniter for retaining a portion of said fuel inthe pocket, and in contact with the igniter until ignited, such meansoperating irrespective of the quantity of fuel injected, the ,quantity`of air being constant irrespective ofthe quantity of fuel.-`

15. In an internal combustionengine, the combination of a combustionchamber, va pocket, and means for introducing fuel in quantities varyingwith the load, into the combustion chamber'and from thecombustionchamber into the pocket, and a moving means for retaining aportion of said fuel in 1 unt Jthe the lpocket, and in contact With theigniter i nited. Y 16. n an internal combustion engine, thecombination.: of a combustion chamber, a pocket, andmeans forintroducing fuel' in quantities varying with the load, into thecombustion chamber and from the combus` tion chamber into the pocket,and a moving means for retaining a portion of said fuel in poccket, andin contactiwith the igniter unti ignited, such means operatingirrespective of the quantity offuel introduced.'

17. In aninterna'l combustion engine, the combination of a combustionchamber, a pocket, and means'for introducing fuel in quantities varyingWith'the load', into the combustion chamber and from the coinbustionchamber into the pocket,l and a moving means for retaining a-portion ofsaid fuel in the lpocket,=and in contact with the igniter unt` ignited,the quantity of air 'being constant irrespective of the quantityof fuel.Y

18. In an internal combustion engine, the combination of a combustionchamber, a pocket, and meansv for introducing fuel in quantities varyingwith the load, into the combustion chamber and from the combus tionchamber into the pocket, and a moving means for retaining a portion ofsaid fuel in the 1pocket, and in contact with the igniter unt' ignited,such means o erating irrespective of the quantityA of fue introduced,the

quantity of air being`constant irrespective of the quantity of fuel.

' 19. In an internal combustion engine, the

combinationof means for introducingia por- Y. tion at least'of the fuelduring the compression stroke, Aa stationary i niter, and a `piston, theWorking faceA of w ich is shaped to deflectfa portion of such fuel intocontact v with the ignit'er.

20. In an internall combustion enginegtlie combination of means forintroducing all of the fuel during the compression stroke, a

,stationary i `nit'ei, and a piston, the Working face ofwliic isshapedto deiiefct a portion of such fuel into contact with the igniter.y

21. In an internal. combustion engiife, the combination of means forintroducing a portion at least of thefuel during `the compres'- siqnstroke, a stationaryigniter, and a device ycarried by the giston', andlWhiclbrings a portion of said fue into contact With the igniter. 22. Inan internal :combustion engine, the

combination of means for introducing all of a the fuel-during the comression stroke, a stationaryigniter, and aevicecarriedsby the isto'n,and Wbichpbring's a portionrof said el into contact with the ignlter.

o X n 23. In an internal combustion engine, the combination of means forintroducing a poi*- tion at least of thefuel during the compressionstroke, a stationary igniter, and means Within the Working cylinderinoving synchronously with the piston which brings thc said fuel intocontact With the igniter.

24. An internal combustion engine having a stationary igniter, and meansfor introducing fuel during a portion of the kcompression stroke, therebeing means which bringsk fuel into contact with the igniter during lessthan the total period of introduction.

25. An internal combustion engine having` a moving means for diverting aspray of fuel into contact with the igniter.

26. An internal combustion engine having a single means for introducingthe fuel from the 'combustion chamber into contact with the igniter andto retain such fuel in contact With the igniter until ignited.

27. An internal combustion engine having a s ingle means for introducingthe fuel from the combustion chamber into contact with the igniter andfor retarding the diffusion of such fuel into the combustion chamber.

28. vAn internal combustion engine having a single means for introducingthe fuel from the combustionchamber into Contact with the ignitei andfor retaining such fuel in con tact with the igniter until ignited, andfor retarding the diffusion of sucli fuel into the combustion chamber.

29. A n internal combustion engine having means for introducing avaiying quantity of liquid fuel and meansfor diverting a substantiallyconstant quantity into an ignition pocket.

internalcoinbustioii engine having means for introducing substantiallyconstant quantities of fuel into anignition pocket and a variablequantity into the combustion chamber, with means for igniting thecontents of the pocket, ,whereby the contents of the combustion chamberWill be raised to such atemp erature that its contents willspontaneously ignite. i

31. An internal combustion engine, having a combustion chamber, meansfor introducin'g fuel directly therein, an ignition pocket,

an igniter therein, and means for introducing an igniting charge intothe ignition pocket.

In testimony whereof I aiiix my signature, in presence of two Witnesses.

osoAR P. osrnnonnn.

Witnesses ERNST IiUnixinn-n, HERBERT M. LLOYD. l

